The present application discloses a loading intensity design method for a variable-temperature component and a related product, which can be applied to the technical field of superconducting magnets. The method comprises: acquiring a temperature-dependent material yield strength function of a variable-temperature component; using finite element software to perform temperature field analysis and stress field analysis on the variable-temperature component to obtain the temperature and the von Mises stress of each grid node of the variable-temperature component; on the basis of the material yield strength function, substituting the temperature and the von Mises stress of each grid node into a loading intensity function for analysis to obtain an analysis result; and on the basis of the analysis result, optimizing the variable-temperature component to implement structural design of the variable-temperature component. In this way, temperature field analysis and stress field analysis are performed on the variable-temperature component, and on the basis of the material yield strength function, the loading intensity function is used for analysis, so as to optimize the structure of the variable-temperature component, so that the variable-temperature component has an optimal structural size, thereby improving the lightweight level which reducing heat leakage.
The present invention provides a vehicle-mounted superconducting magnet anomaly detection method, apparatus and device. The solution comprises: first performing dimension reduction processing on monitored real-time data for a superconducting magnet to extract main components of the real-time data; then using a trained support vector data description model to detect the real-time data having undergone dimension reduction processing; and finally, on the basis of the detection result of the support vector data description model, determining whether the vehicle-mounted superconducting magnet is abnormal. Thus, reliable detection of whether the superconducting magnet is abnormal is realized.
G06F 18/2411 - Classification techniques relating to the classification model, e.g. parametric or non-parametric approaches based on the proximity to a decision surface, e.g. support vector machines
A skirt board structure for a maglev train. The skirt board structure comprises a first skirt board (200), a second skirt board (300), a third skirt board (400) and a skirt board framework (100), wherein the skirt board framework (100) is configured to connect to a suspension frame of a maglev train, and the first skirt board (200) is configured to connect to the body of the maglev train; and the second skirt board (300) and the third skirt board (400) are arranged on the skirt board framework (100), and the second skirt board (300) is located between the first skirt board (200) and the third skirt board (400). The skirt board structure meets the displacement requirements of a high-speed maglev train.
Disclosed in the present invention is a horizontal wheel bearing clearance adjusting apparatus, comprising a base, a mounting shaft, a lifting tool, a locknut and a dial indicator. When in use, a first bearing, a hub, a spacer sleeve and a second bearing are sequentially arranged on the mounting shaft from top to bottom; the first bearing is fixed by the locknut; the lifting tool lifts the mounting shaft to enable the base to be in a tilted state; a reading value of the dial indicator is read after multiple times of reciprocating rotation of the hub; the reading value is compared with an evaluation standard value; if the value is greater than the evaluation standard value, the spacer sleeve is replaced with a lengthened spacer sleeve; and if the value is less than the evaluation standard value, the spacer sleeve is shortened. By enabling the base to be in the tilted state and matching the hub, the spacer sleeve, the first bearing and the second bearing by means of the mounting shaft and the locknut, the actual mounting and use environment of a horizontal wheel are simulated to measure an actual clearance value after the bearing is assembled, and by adjusting the length of the spacer sleeve, the clearance value of the bearing after assembly is the optimal clearance value. Further disclosed in the present invention is a horizontal wheel bearing clearance adjusting method.
G01B 5/14 - Measuring arrangements characterised by the use of mechanical techniques for measuring distance or clearance between spaced objects or spaced apertures
5.
SUPERCONDUCTING MAGNETIC LEVITATION VEHICLE LEVITATION CHASSIS AND MAGNETIC LEVITATION RAIL VEHICLE
A superconducting magnetic levitation vehicle levitation chassis and a magnetic levitation rail vehicle. The superconducting magnetic levitation vehicle levitation chassis comprises a framework (100), comprising framework side beams and framework cross beams; superconducting magnets (200), arranged on two sides of the framework (100) and extending in the direction of framework longitudinal beams; a superconducting magnet frame (300), configured to connect the superconducting magnets (200) located on the two sides of the framework (100), the framework (100) being arranged in a space defined by the superconducting magnet frame (300) and the superconducting magnets (200), and the portions of the superconducting magnet frame (300) corresponding to the framework (100) being located in lower areas of the superconducting magnets (200), so as to reduce the installation position of the framework (100); and a central traction device (400), configured to be connected to a vehicle body, the central traction device (400) being located at the middle position of the levitation chassis so as to transmit traction force and braking force. The space occupied by the superconducting magnetic levitation vehicle levitation chassis is reduced, and the height of the floor surface at the joint of adjacent carriages is the same as the height of the floor surface of a passenger compartment, thereby facilitating passage of passengers.
An extension and retraction frame structure of a superconducting magnetic levitation vehicle. The extension and retraction frame structure comprises: a first connecting rod (210), which has one end hinged to a superconducting magnet (100) and the other end hinged to a central axle of a traveling wheel (300); a second connecting rod (220), a first end of which is hinged to the superconducting magnet (100); a third connecting rod (230), which has one end hinged to the central axle of the traveling wheel (300) and the other end hinged to a second end of the second connecting rod (220), a hinged point of the third connecting rod (230) and the second connecting rod being a first hinged point (250); and an extension and retraction driving device (240), one end of the extension and retraction driving device (240) being hinged to the first hinged point (250), and the other end thereof being hinged to the superconducting magnet (100). Further disclosed is a levitation chassis of a superconducting magnetic levitation vehicle, the levitation chassis comprising the extension and retraction frame structures. An axial load borne by the extension and retraction driving device of the extension and retraction frame structure of a superconducting levitation vehicle is relatively small, such that the operating stroke is reduced, the size is reduced, and the required installation space is reduced; in addition, the extension and retraction frame is arranged on the superconducting magnet, such that an impact of the deflection of a spring of a primary suspension device on the stroke of an extension and retraction frame is reduced, and the extension and retraction frame is more compact, thereby simplifying the structure of the levitation chassis.
A superconducting magnet frame, which is configured to connect superconducting magnets (110) on two sides, and comprises cross beams (120) and pull rods (130), wherein the cross beams (120) are arranged at intervals between the superconducting magnets (110) on two sides; two ends of each cross beam (120) are respectively connected to the superconducting magnets (110) by means of the pull rods (130); the pull rods (130) at the two ends of the cross beams (120) are arranged in parallel; extension directions of the pull rods (130) are perpendicular to those of the superconducting magnets (110); and two ends of each pull rod (130) are respectively connected to the cross beam (120) and the superconducting magnets (110) by means of flexible joints. The superconducting magnet frame enables the superconducting magnets (110) on two sides to move in a vertical direction, such that the superconducting magnet frame can deform to a certain extent, and thus the superconducting magnets (110) better adapt to changes in the vertical direction of a line, and the superconducting magnets (110) can also be prevented from rolling inwards. The superconducting magnet frame has a simple structure and is convenient to mount, and force-bearing states of the pull rods (130) and the cross beams (120) are relatively simple, such that the stability of the structure and the safety are ensured.
A superconducting magnet frame, used for connecting superconducting magnets (110) on two sides, and comprising first cross beams (120) and second cross beams (130). Two first cross beams (120) are provided, each first cross beam (120) comprises an upper cross beam (121), a lower cross beam (122) and a vertical pull rod (123), the upper cross beam (121) and the lower cross beam (122) are connected by means of the vertical pull rod (123), and the two first cross beams (120) are respectively arranged at two ends of the superconducting magnets (110); and the second cross beams (130) are U-shaped cross beams, a plurality of U-shaped cross beams are spaced apart on the superconducting magnets (110) and are located between the two first cross beams (120) arranged at the two ends of the superconducting magnets (110), and a main body portion (131) of each U-shaped cross beam is lower than each upper cross beam (121). The provision of the second cross beams of the superconducting magnet frame reduces the height of the superconducting magnet frame, so that the height of the middle position of a levitation chassis is reduced, thereby making more space for a vehicle body gangway connection, and the superconducting magnets are connected by means of the first cross beams and the second cross beams, thereby ensuring the overall stability of the superconducting magnet frame.
Provided in the present invention are a composite floor for a railway passenger car, a manufacturing method therefor and a railway passenger car. The composite floor successively comprises a first carbon fiber composite plate, a reinforcement plate, a second carbon fiber composite plate and a plastic plate, the first carbon fiber composite plate and the second carbon fiber composite plate independently being modified carbon fiber-reinforced thermoplastic resin materials, and polar groups being present on the surfaces of the modified carbon fibers. The polar groups present on the surfaces of the modified carbon fibers can improve the interface bonding force of the carbon fibers and the thermoplastic resin materials, and compared with a carbon fiber composite plate which has not been subjected to modification treatment, the tensile strength can be improved by 12-25%, and the interlayer shear strength is improved by 10-20%. By combining the desgin of the described multi-layer structure, the manufactured composite floor has excellent mechanical strength, anti-noise effect and damping effect, has simple structural design and low cost, and can meet the requirements for light weight of vehicle bodies.
B32B 15/20 - Layered products essentially comprising metal comprising aluminium or copper
B32B 27/28 - Layered products essentially comprising synthetic resin comprising copolymers of synthetic resins not wholly covered by any one of the following subgroups
B32B 3/12 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. apertured or formed of separate pieces of material characterised by a layer of regularly-arranged cells whether integral or formed individually or by conjunction of separate strips, e.g. honeycomb structure
B32B 3/28 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a particular shape of the outline of the cross-section of a continuous layerLayered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by a layer with cavities or internal voids characterised by a layer comprising a deformed thin sheet, e.g. corrugated, crumpled
B32B 37/06 - Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by the heating method
B32B 37/10 - Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by the pressing technique, e.g. using direct action of vacuum or fluid pressure
B32B 38/00 - Ancillary operations in connection with laminating processes
B32B 9/04 - Layered products essentially comprising a particular substance not covered by groups comprising such substance as the main or only constituent of a layer, next to another layer of a specific substance
A superconducting magnetically-levitated vehicle undercarriage mounting structure, which is used for mounting an undercarriage (100) on a levitation frame. The levitation frame comprises parts such as a superconducting magnet frame (210) and a framework, the superconducting magnet frame (210) being used for connecting superconducting magnets (220) on two sides, and the framework being connected to the superconducting magnet frame (210) by means of a primary suspension device. The mounting structure comprises: an undercarriage (100), which is provided on the superconducting magnets (220) and is used for releasing and retracting travelling wheels (300); and a mounting assembly (400), the undercarriage (100) being fixedly mounted on the superconducting magnets (220) by means of the mounting assembly (400). In the superconducting magnetically-levitated vehicle undercarriage mounting structure, the undercarriage (100) is mounted on the superconducting magnets (220), thus avoiding the deflection of the primary suspension device affecting the travel of the undercarriage, and eliminating the need of providing superconducting magnet hoisting devices.
Provided in the present invention are a design method and apparatus for a thermal cut-off member of an ultra-deep cryogenic component, and a related device. The method comprises: establishing a design domain for a thermal cut-off member on a main support structure connecting a liquid nitrogen chamber and an external Dewar chamber; acquiring a target distribution position for the thermal cut-off member by means of thermodynamic coupling topology analysis; performing parametric modeling at the target distribution position; performing parameter optimization to acquire a target shape of the thermal cut-off member; and checking the thermal cut-off member that is of the target shape and located at the target distribution position. In the design method, the distribution position and shape of a thermal cut-off member are optimally designed. Specifically, an optimal distribution position for the thermal cut-off member is determined by using a structural topology optimization method, and an optimal shape of the thermal cut-off member is determined by using a structural parameter optimization method, thereby minimizing the external heat transferred into a superconducting coil.
The present invention provides a topology optimization method and apparatus for a superconducting magnet cold conduction structure, and a related device. The topology optimization method is a topology optimization method for a superconducting magnet cold conduction structure based on thermal-fluid-solid coupling. The connection mode of assemblies such as a cryogenic refrigerator and a nitrogen fixation chamber is obtained by means of thermal-solid coupling topology analysis, a cold conduction structure which does not affect the flow of liquid nitrogen is obtained by means of thermal-fluid coupling topology analysis, the structures obtained by means of thermal-solid and thermal-fluid topology optimization are integrated and smoothed, a superconducting magnet cold conduction structure is then analyzed and checked by means of steady-state heat conduction and transient heat conduction, respectively, and finally, the superconducting magnet cold conduction structure that meets the requirements of both multiple physical fields and multiple working conditions is obtained.
The present invention provides a method and apparatus for matching an assembling pre-tightening force of a bolt connection structure, and a related device. The matching method comprises: acquiring an assembling pre-tightening force and an axial allowable stress of a bolt connection structure at a normal temperature; performing thermo-mechanical coupling simulation analysis on the bolt connection structure, to acquire an axial force of the bolt connection structure under cryogenic working conditions; on the basis of the axial force and the assembling pre-tightening force, calculating a change value of the assembling pre-tightening force under the cryogenic working conditions; and on the basis of the absolute value of the change value of the assembling pre-tightening force and the axial allowable stress, matching and correcting the assembling pre-tightening force. In the matching method, a solution is provided, on the basis of thermo-mechanical coupling simulation, for the problem of an increase in or a loss of the pre-tightening force caused by differences in thermal expansion coefficients of dissimilar metal connecting bolts under the cryogenic working conditions, so that the reliability of the structure under the cryogenic working conditions is ensured.
G01L 5/24 - Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for determining value of torque or twisting moment for tightening a nut or other member which is similarly stressed
A current lead device, used for an excitation circuit and comprising a vacuum chamber structure, a refrigerant container, a low-temperature section current lead, and a normal-temperature section current lead. The refrigerant container is disposed inside the vacuum chamber structure; the low-temperature section current lead is disposed on the outer side of the refrigerant container and is connected to one side of the refrigerant container by means of an insulating component; the normal-temperature section current lead penetrates through the vacuum chamber structure to be connected to or disconnected from the low-temperature section current lead; when the normal-temperature section current lead is connected to the low-temperature section current lead, the excitation circuit is in an excitation state; and when the normal-temperature section current lead is disconnected from the low-temperature section current lead, the excitation circuit is in a non-excitation state. According to the current lead device, no vacuum electrode component is provided on a refrigerant container, low-temperature impact of a refrigerant on vacuum electrodes and damage to the vacuum electrodes caused by the Lorentz force generated by an excitation current on the vacuum electrodes are avoided, thereby improving the reliability of the whole device.
A permanent magnet electrodynamic levitation system, comprising a train body (100), on-board magnets (300), additional electromagnets (400), levitation guiding devices (200), and a support device (600). The support device forms a levitation space used for accommodating the train body; the train body is arranged in the levitation space, and there are gaps between the train body and two side walls of the support device; the levitation guiding devices are symmetrically arranged on the two side walls of the support device; each levitation guide device comprises an upper loop part and a lower loop part; each additional electromagnet is arranged in the corresponding upper loop part; the on-board magnets are symmetrically arranged on two sides of the train body and located between the train body and the levitation guiding devices; and in the vertical direction, the central positions of the levitation guiding devices are higher than those of the on-board magnets. According to the system, the use of the permanent magnet electrodynamic levitation system increases the levitation-drag ratio of the system, thereby improving the levitation and guiding performance of the system and effectively improving the running stability of the train body. Also disclosed is a maglev mode structure.
A suspension frame comprises a suspension framework (100), a transverse beam (200), a permanent magnet (300), a support wheel module (500), and a guide wheel module (600). The permanent magnet (300) interacts with coils installed on a track beam, to provide a suspension force and a guiding force. The suspension framework (100) plays a role of carrying a vehicle body and supporting the permanent magnet (300) when the vehicle body is not in operation. The transverse beam (200) is connected to the suspension framework (100), to form a support platform of a measurement and control system, and in addition, the arrangement of the transverse beam (200) can prevent quadrilateral deformation of the suspension framework (100). The arrangement of the support wheel module (500) provides a support for the vehicle body in a non-suspended stage, and the guide wheel module (600) is transversely supported on supporting surfaces of vertical beams at both ends of a "U"-shaped track in the non-suspended stage of the vehicle body, so that the suspension frame as a whole remains horizontal, side rolling is avoided, safe operation is ensured, and an auxiliary safety function is achieved in a suspended stage. The suspension frame helps to implement engineering application of a coil-type permanent magnet electric suspension system.
Disclosed in the present invention are an air supply device of an air conditioning system of a maglev train and a design method therefor. According to the present invention, the contour of the air supply device is first acquired; then, according to the relationships between areas, air speeds, and air volumes and the contour of the air supply device, the shape and size of an air inlet, the shape and size of an air outlet, the shape and size of the cross section of the middle portion of an air supply chamber, and shape and the size of the cross section of the middle portion of a static pressure chamber are sequentially acquired; and the cross section of the middle portion of the air supply chamber and the cross section of the middle portion of the static pressure chamber are extended in the length direction of the train to obtain the air supply chamber and the static pressure chamber, so that an air supply device model is also obtained. The present invention provides a mature and standardized design method for the air supply device of the air conditioning system of the maglev train, thereby facilitating the development of maglev trains; in addition, the method can also improve the uniformity of the air volume per unit length.
A testing system and method for a rail vehicle. The testing system is arranged in a testing room, and the testing room is configured to place a rail vehicle under test. A control unit (101) determines at least one target first radiation unit from a plurality of first radiation units according to appearance data of said rail vehicle, so as to control the at least one target first radiation unit to output radiation power, further generates a movement control signal according to the appearance data of said rail vehicle, so as to control a movable member (103) to move on the basis of the movement control signal to drive a second radiation assembly (104) to move to a position above a first test area of said rail vehicle and control the second radiation assembly (104) to output radiation power, and determines the degree of aging of said rail vehicle under radiation exposure of a first radiation assembly (102) and the second radiation assembly (104). The effect of rapidly and stably carrying out aging testing on a rail vehicle is achieved.
Disclosed in the present invention is an escape bridge plate suitable for a monorail vehicle, comprising: a mounting base fixedly provided on a bottom plate of a monorail vehicle; a bridge plate body extending in the length direction of the monorail vehicle, wherein one end of the bridge plate body is hinged onto the mounting base, the bridge plate body rotates around the mounting base, and the bridge plate body can be folded onto the bottom plate and can also extend out of the monorail vehicle; and a first stepping plate provided away from the mounting base, the first stepping plate being hinged to the side of the bridge plate body close to a driver console, and when the first stepping plate is unfolded with respect to the bridge plate body, the first stepping plate being in butt joint with a first stepping plate on another monorail vehicle in the width direction of the monorail vehicle. The monorail vehicle is provided with driver consoles on both ends, each driver console corresponding to one escape bridge plate, and a positional relationship between one driver console and a corresponding bridge plate being the same as a positional relation between the other driver console and a corresponding bridge plate. The escape bridge plate of the present invention is easy to use and store, and can be used for evacuating passengers quickly and timely in emergencies.
A refrigeration system. The refrigeration system is provided in a high-temperature superconducting electric maglev vehicle, and comprises a low-temperature refrigerating machine (11), an air-cooled heat dissipation apparatus (13), a circulating water pump and a water cooler apparatus (12). The low-temperature refrigerating machine (11) is used for continuously providing cold energy for a high-temperature superconducting magnet of the high-temperature superconducting electric maglev vehicle, and heat generated during the operation of the low-temperature refrigerating machine (11) is dissipated by means of the air-cooled heat dissipation apparatus (13) and the water cooler apparatus (12), thereby achieving continuous and stable operation of the refrigeration system. The refrigeration system uses the low-temperature refrigerating machine (11) to provide cold energy for the high-temperature superconducting magnet of the high-temperature superconducting electric maglev vehicle, such that the cooling cost is low, and there is no need to regularly supplement a refrigerant to the refrigeration system; an ultralow-temperature environment required by the operation of the high-temperature superconducting magnet is maintained, and the requirement for a lightweight design of a vehicle is met; and the refrigeration system is easily installed and conveniently maintained, and facilitates long-term travelling of the high-temperature superconducting electric maglev vehicle.
F25B 9/14 - Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the cycle used, e.g. Stirling cycle
Provided in the present invention is a cold conduction pathway structure, comprising: a cold source device, cold-conductive cover plates and a fastening device. A refrigerating plate is arranged at an output end of the cold source device and used as a cold source to provide cold energy for members to be cooled, and the refrigerating plate can transversely extend a single cold source of the cold source device, so as to adapt to different sizes and structures of said members. A plurality of cold-conductive cover plates are provided and stacked, cooling spaces used for arranging said members are formed between any two adjacent cold-conductive cover plates and between the cold-conductive cover plate and the refrigerating plate, and said members are configured to be arranged in the cooling spaces to be cooled. The fastening device is configured to fix the refrigerating plate to the cold-conductive cover plates, so that said members are fitted onto cold-conductive faces of the cooling spaces, thereby improving the cold conduction efficiency. Compared with the prior art of a dry heat transfer structure performing cold conduction by means of only contact of the internal structure of a member to be cooled, the embodiments of the present invention rationally design a cold conduction pathway for the dry heat transfer structure, provide a required cooling temperature for the member to be cooled, and have a clear cold conduction path.
The present application discloses a method and apparatus for determining input parameters of a superconducting magnet design. The method is applied to superconducting magnets of a superconducting electric magnetic levitation train, and comprises: obtaining a first range of input parameters of a superconducting magnet design; according to the first range of input parameters of the superconducting magnet design, determining a second range of stress parameters of a magnetic levitation train; according to preset stress conditions of the superconducting electric magnetic levitation train, determining within the second range a target stress parameter; and according to the target stress parameter, determining within a preset range the input parameters of the superconducting magnet design. Using the first range of input parameters of the superconducting magnet design and the preset stress conditions of the superconducting electric magnetic levitation train to determine input parameters for the superconducting magnet simplifies the design process of the superconducting magnet of the superconducting electric magnetic levitation train, and helps to rapidly advance superconducting magnet design solutions.
G06F 30/17 - Mechanical parametric or variational design
B60L 13/04 - Magnetic suspension or levitation for vehicles
B60L 13/10 - Combination of electric propulsion and magnetic suspension or levitation
G06F 30/15 - Vehicle, aircraft or watercraft design
G06F 30/13 - Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
G06F 119/14 - Force analysis or force optimisation, e.g. static or dynamic forces
23.
FRONT-END WORK PLATFORM AND WORK OPERATING PLATFORM
Disclosed in the present invention are a front-end work platform and a work operating platform. The front-end work platform comprises a platform deck, pedal retractable devices and a control device. The platform deck is provided with a front-end adapter port used for accommodating a front end of a magnetic levitation vehicle. The platform deck is arranged on supporting legs, which support the platform deck. A plurality of pedal retractable devices are provided and successively arranged at the front-end adapter port, and same are configured to adapt to magnetic levitation vehicles with different types of heads and form pedal faces on which an operator performs operations. The control device is used for controlling the pedal retractable devices to perform actions of adapting to a magnetic levitation vehicle. The shape of a work surface of the front-end work platform provided in the present invention can change, and there is no need to re-machine the work surface according to different types of heads of magnetic levitation vehicles, improving the universality and economy of the front-end work platform, and reducing production costs.
B66F 7/20 - Lifting frames, e.g. for lifting vehiclesPlatform lifts with platforms supported directly by jacks by one or more hydraulic or pneumatic jacks by several jacks with means for maintaining the platforms horizontal during movement
B66F 7/28 - Constructional details, e.g. end stops, pivoting supporting members, sliding runners adjustable to load dimensions
B66F 11/00 - Lifting devices specially adapted for particular uses not otherwise provided for
Disclosed in the embodiments of the present application is a motor train unit control system, comprising a plurality of logic control units arranged in a plurality of carriages of a motor train unit, the plurality of logic control units being connected to an Ethernet backbone ring network of the motor train unit via an Ethernet communication link. In respect of a target carriage among the plurality of carriages, a target control unit among the plurality of logic control units belonging to the target carriage is used for controlling controlled devices in the target carriage. Thus, by constructing a distributed electrical control system on the basis of the logic control units and the Ethernet backbone ring network, the present application can complete various electrical control functions of the motor train unit, and can further improve the reliability and availability of the motor train unit control system since the logic control units do not need to use contacts and coils. In addition, the control logic of the logic control units to the controlled devices is software-based in the logic control units, thereby achieving function change only by means of software adjustment, and flexibly expanding the control functions for motor trains.
A simulation system and method for normal conducting high-speed maglev traffic, which may comprise a first model construction module (1), a second model construction module (2), and a simulation testing module (3). The first model construction module (1) is used to generate a vehicle model connected with each subsystem in the vehicle. The second model construction module (2) is used to generate an external signal generation system connected with the vehicle model. The simulation testing module (3) is used to integrate an external signal generation system matching a system identifier in a test operating condition table into a vehicle model, and inject a running state corresponding to each system identifier in the test operating condition table into the external signal generation system matching the system identifier (401), so as to cause the external signal generation system matching the system identifier to generate a corresponding control signal (402). The vehicle model then validates and tests the corresponding subsystem on the basis of each control signal (403). By introducing an external signal generation system, different combined systems and signals are introduced according to the test operating condition table, to realize different application scenarios for simulation testing.
Provided in the present application is a data synchronization system and method for a train. The system comprises multiple display terminal units, an instruction execution unit, a data synchronization control unit and a transmission channel, wherein the multiple display terminal units comprise a master display terminal unit and multiple slave display terminal units, the master display terminal unit being used for sending a control instruction and display data, and the slave display terminal units being used for displaying data; the data synchronization control unit is used for receiving the control instruction sent by the master display terminal unit, and sending a control instruction signal to each slave display terminal unit; the instruction execution unit is used for executing the control instruction signal after the control instruction signal is received, and acquiring corresponding response data; and the data synchronization control unit is further used for receiving the response data, and sending the response data to each of the multiple display terminal units. By means of introducing a data synchronization control unit, data synchronization among multiple display terminal units can be realized.
An online monitoring system applicable to a walking portion of a monorail bogie. In the online monitoring system for a walking portion, a data collection assembly, a temperature-vibration composite sensor, a rotation speed sensor and a three-axis acceleration sensor are correspondingly arranged on assemblies of the walking portion, such that the real-time state of each assembly is accurately identified in real time on the basis of an on-board dynamic data processing terminal and a network monitoring host, thereby realizing dynamic online monitoring of the state of the walking portion of a monorail bogie, and providing a guarantee for the safe operation of a straddle-type monorail train.
B61K 9/00 - Railway vehicle profile gaugesDetecting or indicating overheating of componentsApparatus on locomotives or cars to indicate bad track sectionsGeneral design of track recording vehicles
The present invention provides a gearbox speed measuring device, which is used for measuring the rotational speed of a power output shaft of a gearbox, wherein an output gear is provided on the power output shaft. The gearbox speed measuring device comprises a speed measuring gear output shaft, a speed measuring gear, and a rotational speed sensor. The speed measuring gear output shaft is used for being transmittingly connected to one end of the power output shaft in the extension direction of the power output shaft, so that the rotational speed of the speed measuring gear output shaft is the same as that of the power output shaft. The speed measuring gear is transmittingly connected to the speed measuring gear output shaft and has the same rotational speed as the speed measuring gear output shaft and the power output shaft, the number of teeth of the speed measuring gear is greater than that of the output gear, and the rotational speed sensor is used for measuring the rotational speed of the speed measuring gear. By measuring the rotational speed of the speed measuring gear, the rotational speed of the power output shaft is obtained, and the precision of the obtained rotational speed is greater than that of the rotational speed obtained by measuring the output gear. A gearbox provided by the present invention comprises a gearbox body and the gearbox speed measuring device.
Disclosed is a floor plate inspection gate force transfer beam structure, comprising: side beams, two side beams being arranged in parallel; a sleeper beam, perpendicularly connected to the two side beams; a first transverse beam and a second transverse beam, arranged between the two side beams and distributed on two sides of the sleeper beam in the extending direction of the side beams; first longitudinal beams, each having two ends thereof respectively connected to the first transverse beam and the sleeper beam; and second longitudinal beams, each having two ends thereof respectively connected to the second transverse beam and the sleeper beam. A traction force or braking force is transferred to the first longitudinal beams and the second longitudinal beams by means of the sleeper beam, the first longitudinal beams and the second longitudinal beams transfer the traction force or braking force to the first transverse beam and the second transverse beam, the first transverse beam and the second transverse beam transfer the traction force or braking force to the two side beams, and the side beams then transfer the traction force or braking force to a body, thereby effectively reducing the impact strength of the traction force or braking force on the side beams and the sleeper beam, enhancing the mechanical properties of an underframe structure, and guaranteeing the stability of the underframe structure. Also disclosed is a monorail vehicle underframe comprising the floor plate inspection gate force transfer beam structure.
Disclosed in the present application are a superconducting magnet monitoring system and a data collection system. The superconducting magnet monitoring system is applied to a high-temperature superconducting maglev train. When the train is in an operation condition, the superconducting magnet monitoring system comprises: a comprehensive monitoring host, a data collection system and a vehicle bus, wherein the data collection system is used for collecting temperature information, degree-of-vacuum information and magnetic field information of a superconducting magnet in the train; and the comprehensive monitoring host is used for determining an operation state of the superconducting magnet according to the temperature information, the degree-of-vacuum information and the magnetic field information, and sending prompt information by means of the vehicle bus when the operation state of the superconducting magnet is abnormal. An operation state of a superconducting magnet can be monitored from various aspects, such that whether the superconducting magnet is in a superconducting state can be relatively accurately determined. When the state of the superconducting magnet is abnormal, prompt information is sent by means of a vehicle bus in a timely manner, thereby realizing the comprehensive monitoring of the superconducting magnet, and protecting the operation safety of the train.
An air pressure pipe assembly, which is used for a straddle-type monorail vehicle. The air pressure pipe assembly comprises a steel wire hose (2) and an assembling-disassembling tool (18). A first end of the steel wire hose (2) is provided with a first connecting part (210) used for connecting to a tire valve (1), and a second end of the steel wire hose (2) is provided with a second connecting part (220) used for connecting to an air pressure gauge, the first connecting part (210) comprising a profile assembling-disassembling member (212) having a profile connecting part. The assembling-disassembling tool (18) has an assembling-disassembling pipe chamber used for sleeving the outer side of the steel wire hose (2), and the first end of the assembling-disassembling tool (18) is provided with a profile connecting hole used for profile connection with the profile connecting part of the profile assembling-disassembling member (212). Under the action of the assembling-disassembling tool (18), the steel wire hose (2) of the air pressure pipe assembly can directly extend into the space between the hub and the rim of a traveling wheel, and the steel wire hose (2) can be replaced without lowering a bogie and disassembling a traveling wheel tire, the rim and related accessories, thus effectively shortening the assembly, disassembly and maintenance time of the steel wire hose (2), and reducing the labor intensity of operation and maintenance workers.
B60C 23/04 - Signalling devices actuated by tyre pressure mounted on the wheel or tyre
B60C 29/06 - Accessories for tyre-inflating valves, e.g. housings, guards, covers for valve caps, locks, not otherwise provided for
F16L 11/14 - Hoses, i.e. flexible pipes made of rigid material, e.g. metal or hard plastics
F16L 33/24 - Arrangements for connecting hoses to rigid membersRigid hose-connectors, i.e. single members engaging both hoses with parts screwed directly on or into the hose
A superconducting magnet coil solid-encapsulation device, comprising: a vacuum solid-encapsulation device box (100); a paraffin wax container (200), which is arranged in the vacuum solid-encapsulation device box (100) and configured to accommodate paraffin wax, the paraffin wax container (200) having a paraffin wax discharging port; a paraffin wax circulating pump (300), which is arranged in the vacuum solid-encapsulation device box (100), a circulating pump inlet of the paraffin wax circulating pump (300) being in communication with the paraffin wax discharging port; a coil box (400), which is configured to contain a superconducting magnet coil and has a coil box injection port (401), wherein a circulating pump outlet of the paraffin wax circulating pump (300) is in communication with the coil box injection port (401); and a heating device, which is configured to heat a cavity of the vacuum solid-encapsulation device box (100). The paraffin wax circulating pump (300) serves as a drive source for the flow of paraffin wax, and makes paraffin wax be in a flowing state when filling a gap of a superconducting magnet coil, thereby achieving a good filling effect and meeting the solid-encapsulation requirements of the superconducting magnet coil, which is provided with the coil box (400). The heating device heats the cavity of the vacuum solid-encapsulation device box (100), achieves good temperature uniformity, and effectively avoids the problem of a drop in temperature of paraffin wax caused by the flowing thereof in a pipe.
H01F 41/04 - Apparatus or processes specially adapted for manufacturing or assembling magnets, inductances or transformersApparatus or processes specially adapted for manufacturing materials characterised by their magnetic properties for manufacturing cores, coils or magnets for manufacturing coils
An air spring limiting device, used for limiting the distance between a bolster (100) and an air spring support beam (200), so as to restrict the compression limit and the extension limit of an air spring (300). The air spring limiting device comprises a limiting connection rope (310), an upper limiting stopper assembly (320) and a lower limiting stopper assembly (330). The limiting connection rope (310) comprises a steel wire rope (317), a first connection member and a second connection member, the first connection member and the second connection member being respectively provided at two ends of the steel wire rope (317), and the first connection member being used for connecting to a bolster mounting portion (104) of the bolster (100). The upper limiting stopper assembly (320) is sleeved on the steel wire rope (317). The air spring support beam (200) is provided with a support beam limiting portion (201) for supporting the upper limiting stopper assembly (320). The lower limiting stopper assembly (330) is sleeved on the steel wire rope (317) and is limited by the second connection member, the lower limiting stopper assembly (330) being located on the side of the support beam limiting portion (201) facing away from the bolster mounting portion (104). The air spring limiting device has strong adaptability to the displacement of air springs, has a structure simple to install, and facilitates maintenance.
F16F 9/02 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only
A tire pressure monitoring integrated apparatus suitable for a monorail bogie. The apparatus comprises: a three-way module (400), the three-way module (400) being provided with a first air pressure output port (410), a second air pressure output port (420) and an air pressure input port (430), and the air pressure input port (430) being configured to be connected to a device the tire pressure of which is to be detected; a pressure gauge (200), an input end of the pressure gauge (200) being communicated with the first air pressure output port (410), a detection signal of the pressure gauge (200) being transmitted to a signal transmission device by means of a line, and the signal transmission device being used for sending a pressure signal to a display device; and a pressure sensor (300), an input end of the pressure sensor (300) being communicated with the second air pressure output port (420), and a detection signal of the pressure sensor (300) being wirelessly transmitted to the signal transmission device.
An emergency train braking system, which is applied to the field of train driving. The system comprises: an emergency braking device, a power supply device and a wind resistance braking device, wherein the wind resistance braking device comprises an electromagnetic lock and a wind wing plate; the emergency braking device is connected to the power supply device; the power supply device is connected to the electromagnetic lock; the emergency braking device is used for disconnecting the power supply device from the electromagnetic lock in response to satisfying an emergency braking condition; and the electromagnetic lock is used for controlling, when power supply is stopped, the wind wing plate to unfold. When the emergency braking condition is satisfied, the supply of power to the electromagnetic lock is cut off, and thus the wind wing plate is opened to provide wind resistance braking; therefore, a braking effect is obvious when a train runs at high speed, and the wind resistance braking can assist in adhesion braking of the high-speed train during emergency braking, such that the train quickly and safely reduces the speed.
B61H 11/10 - Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
B60T 1/16 - Arrangements of braking elements, i.e. of those parts where braking effect occurs acting otherwise than by retarding wheels, e.g. jet- action by increasing air resistance, e.g. flaps
36.
HIGH-TEMPERATURE SUPERCONDUCTING MAGNET COLD HEAD MOUNTING DEVICE
Disclosed in the present invention is a high-temperature superconducting magnet cold head mounting device, which is used for assisting in mounting high-temperature superconducting magnet cold heads. A high-temperature superconducting magnet cold head is provided with a first cold head part used for being mounted to the inside of a magnet vacuum box, and a second cold head part located outside the magnet vacuum box. Said mounting device comprises: an upper pressing plate; a lower pressing plate, the upper pressing plate and the lower pressing plate being fixedly connected by means of a fixing assembly, such that the upper pressing plate and the lower pressing plate enclose therebetween a clamping space used for clamping the second cold head part; and a lifting part, provided on the upper pressing plate, the lifting part being provided with a lift hole used for cooperating with lifting equipment. Said mounting device provided by the present invention can improve the mounting efficiency of high-temperature superconducting magnet cold heads, and also can prevent collision damages during mounting processes, thus prolonging the service life of high-temperature superconducting magnet cold heads. In addition, said mounting device provided by the present invention has a simple structure, is convenient to fabricate, and is easy to mount and dismount.
Disclosed are a superconducting magnet nitrogen storage structure topology optimization method and apparatus based on thermo-fluid-solid coupling. The method comprises: determining a target wall thickness and a target inlet/outlet position, which meet preset optimization objectives; in a heat sink topology optimization design domain of a second nitrogen storage structure model having the target wall thickness and the target inlet/outlet position, sequentially performing thermo-fluid-solid coupling optimization and fluid-solid coupling optimization, so as to obtain an optimal heat sink distribution position, which meets the objective of the weight being as light as possible and the inlet/outlet temperature difference being as small as possible, and an optimal material distribution form, which meets the objective of a heat sink structure being as light as possible and the inlet/outlet temperature difference being as small as possible; designing the heat sink structure according to the optimal heat sink distribution position and the optimal material distribution form; checking a third nitrogen storage structure model having the heat sink structure; and obtaining a target nitrogen storage structure model, which passes the check. In the present invention, an optimal distribution form of a structure is found from different physical field optimization objectives by using a topology optimization method, and the weight of the nitrogen storage structure is reduced to the greatest extent possible when each physical field design requirement is met.
Disclosed in the embodiments of the present application are a bogie frame and a bogie. The bogie frame comprises a frame body, a gearbox mounting base and an auxiliary wheel mounting base. The frame body comprises a cross beam, a first side beam, a second side beam and an end beam. The gearbox mounting base is mounted on the first side beam, and the auxiliary wheel mounting base is mounted on the end beam. In the present application, the frame body is designed to be a separable structure, and the cross beam can be connected to a vehicle body. When a traveling wheel is to be removed, the gearbox mounting base can be exposed simply by removing the second side beam and the end beam, such that the traveling wheel on the gearbox mounting base can be removed without having to remove the cross beam and the first side beam and remove all mechanical connections and electrical connections between the frame body and the vehicle body, thereby shortening the time required to remove the traveling wheel, and reducing labor required to remove the traveling wheel.
Disclosed in embodiments of the present application are an auxiliary wheel mounting structure and a monorail train. The auxiliary wheel mounting structure comprises an auxiliary wheel, a bearing, a bearing end cover, an axle and a mounting support. An accommodating groove is formed in each end of the auxiliary wheel in the axis direction, an axle hole allowing the axle to penetrate through is formed in the bottom of the accommodating groove, the bearing and the bearing end cover are mounted in the accommodating groove, and the bearing and the bearing end cover are sleeved on the axle. A stepped surface is arranged on the groove wall of the accommodating groove, and an axle shoulder is arranged on the axle. After the bearing is sleeved on the axle, an outer ring of the bearing abuts against the stepped surface, an inner ring of the bearing abuts against the axle shoulder, the outer ring of the bearing is in interference-fit with the accommodating groove, and the inner ring of the bearing is in interference-fit with the axle. According to the embodiments, the outer ring of the bearing is in interference-fit with the accommodating groove, and the inner ring of the bearing is in interference-fit with the axle, so that the auxiliary wheel is connected to the axle; compared with the transition fit mode of the whole axle, the bearing and the auxiliary wheel in the prior art, the connection difficulty of the axle, the bearing and the auxiliary wheel is reduced.
An EMU ground fault positioning control system, which comprises: a control unit, a pantograph lifting unit, and a non-pantograph-lifting unit; a first pantograph unit of the pantograph lifting unit is connected to a contact network, and the first pantograph unit is connected to a first main breaker unit by means of a first current transformer; the first main breaker unit is connected to a first transformer unit by means of a second current transformer; the first transformer unit is grounded by means of a third current transformer; a second pantograph unit of the non-pantograph-lifting unit is connected to a second main breaker unit by means of a fifth current transformer; the second main breaker unit is connected to a second transformer unit by means of a sixth current transformer; the second transformer unit is grounded by means of a seventh current transformer; a fourth current transformer is connected to an eighth current transformer by means of a pass-through bus; a control unit controls and determines a fault position according to an electric current detection value of each current transformer, and controls the pantograph lifting unit and/or the non-pantograph-lifting unit to execute a preset protective action.
Disclosed are a bionic fin-based superconducting magnet fluid channel structure design method and apparatus. The method comprises: performing heat-fluid coupling optimization by taking uniform distribution of liquid nitrogen and the lightest weight as a first optimization target, and performing thermodynamic coupling optimization by taking the maximum cooling capacity transfer and the lightest fin structure as a second optimization target, so as to determine distribution positions and material distribution forms of fins in a superconducting magnet fluid channel; performing smoothing processing on the first fin structure determined according to the distribution positions and the material distribution forms, so as to obtain a second fin structure; and performing structure field, temperature field and flow field checking on the superconducting magnet fluid channel provided with the second fin structure, and if a checking standard is met, determining that the superconducting magnet fluid channel provided with the second fin structure is a designed target superconducting magnet fluid channel. By adding into the superconducting magnet fluid channel the fin structure which has been subjected to topological optimization, the present solution enables liquid nitrogen to flow more uniformly to a superconducting coil, and enables the cooling capacity to be better transmitted to the superconducting coil by means of the fins.
Disclosed in embodiments of the present application are a braking control method and a related apparatus. After an electric braking request for a train is obtained, a processing device can first determine whether the voltage of a catenary reaches a voltage threshold value, wherein the catenary is used for receiving electric energy generated by means of electric braking; in response to the situation that the voltage does not reach the voltage threshold value, indicating that the catenary further has the redundancy capability of receiving electric energy, the processing device can receive, by means of the catenary, electric energy generated by electric braking corresponding to the electric braking request; and in response to the situation that the voltage reaches the voltage threshold value, indicating that the catenary does not have an electric energy receiving capability in this case, the processing device can consume, by means of a resistor located outside the catenary, the electric energy generated by means of the electric braking corresponding to the electric braking request, so that the processing device can process, in combination with two different electric energy processing modes, electric energy generated by electric braking, thereby improving the success rate of electric braking, and improving the running stability of the train.
B60M 3/06 - Arrangements for consuming regenerative power
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
An internal insulation high-voltage system and a train, which are applied to a high-voltage loop on a multiple-unit train. The system comprises: a high-voltage apparatus box, a pantograph, a first arrester, a second arrester, a first current transformer, a second current transformer, a traction transformer, an isolating switch, a vacuum circuit breaker and a voltage transformer, wherein the pantograph, the first arrester and the traction transformer are arranged at an outer side of the high-voltage apparatus box; and the second arrester, the first current transformer, the second current transformer, the isolating switch, the vacuum circuit breaker and the voltage transformer are arranged at an inner side of the high-voltage apparatus box. The second arrester, the isolating switch, the vacuum circuit breaker and the voltage transformer utilize an internal insulation mode, such that a high-voltage charged part can be arranged inside a high-voltage apparatus without being affected by the external environment; moreover, performance requirements of a high-voltage system can be satisfied, and the reliability of the high-voltage system can be improved; and the size of the high-voltage system can be reduced by using the internal insulation mode.
B60L 3/00 - Electric devices on electrically-propelled vehicles for safety purposesMonitoring operating variables, e.g. speed, deceleration or energy consumption
Disclosed in the present invention are a rail train, a bogie, and a frame. The frame comprises: side beams (1), cross beams (2), brake beams (3), longitudinal beams (4), lateral damper seats (5), tread repair seats (6), anti-roll torsion bar seats (7) and yaw damper seats (8), wherein the side beams, the cross beams, the brake beams, the longitudinal beams, the lateral damper seats, the tread repair seats, the anti-roll torsion bar seats and the yaw damper seats are all structural parts integrally forged from titanium alloy, and the side beams and the cross beams are of an I-shaped beam structure and are forged by means of integral die forging. As titanium alloy has the property characteristics of low density, high specific strength, excellent corrosion resistance, good high-temperature strength, etc., designing the side beams, the cross beams, the brake beams, the longitudinal beams, the lateral damper seats, the tread repair seats, the anti-roll torsion bar seats, and the yaw damper seats all to be structural parts integrally forged from titanium alloy can reduce the weight of each structural part.
Disclosed in embodiments of the present application are a power control method and apparatus. The method comprises: acquiring the real-time speed and the operation resistance of a train at a first moment; according to the real-time speed and the operation resistance, determining required output power required by the train to maintain the real-time speed; on the basis of the required output power and the maximum output power of the train at the first moment, determining the number of power units of the train that can be turned off, wherein the power units may be power axles, bogies, or power cars; and controlling operation of the train according to the number of the power units that can be turned off. Due to the fact that the number of the power units that can be turned off is determined according to the real-time working condition of the train, the number of the power units that can be turned off is based on the real-time working condition, and after corresponding power units are turned off according to the number of the power units that can be turned off, the remaining power units can exert higher efficiency, so that by means of intelligent distribution of the power of a traction transmission system, the efficiency of a train power system is maximized, thereby achieving the effect of reducing energy consumption.
A height-adjustable armrest, a seat, and a vehicle. The height-adjustable armrest comprises an armrest body (100) and a raising/lowering mechanism (200) for driving the armrest body (100) to move in the vertical direction. The raising/lowering mechanism (200) comprises: a mounting plate (201); elastic telescoping assemblies (202), each having an telescoping end connected to the armrest body (100); positioning blocks (203), fixedly mounted on the mounting plate (201), a raising/lowering guide groove (2031) being provided on each positioning block (203), and at least two height positioning slots (2032) being formed in the bottom of each raising/lowering guide groove (2031) in the height direction thereof; a positioning support (204), slidably connected to the raising/lowering guide grooves (2031), the positioning support (204) being connected to the armrest body (100), and positioning holes (2041) being provided on the side of the positioning support (204) close to the raising/lowering guide grooves (2031); spherical members (205) that work in conjunction with the height positioning slots (2032) and the positioning holes (2041) to implement positioning between the positioning blocks (203) and the positioning support (204); a stop block (206), a recessed portion (2061) being provided on the side of the stop block (206) close to the positioning support (204); a raising/lowering pulling assembly (207), provided on the armrest body (100) and used for pulling the stop block (206) to move in the vertical direction; and an elastic reset member (208), connected to the stop block (206) and the positioning support (204). The height-adjustable armrest can achieve height adjustment, so as to satisfy use requirements of people of different heights and improve the riding comfort.
An air conditioning system having variable air volumes in multiple areas, comprising multiple independent mixing air boxes (1), air ducts (2), and temperature sensors (104), fresh air valves (107), and return air valves (105) provided on the mixing air boxes (1). Each railway car is divided into several independent areas, each area has an independent modular mixing air box (1), fresh air is suctioned by means of a variable frequency fan (103) of each mixing air box (1) and is mixed with return air in the mixing air box (1), and then the mixed air is delivered into a railway car area where the mixing air box (1) is located. Each mixing air box (1) is provided with a fresh air valve (107) and an air return valve (105), and is also provided with a temperature sensor (104), so that the temperature of the mixed air can be monitored; by adjusting the degrees of opening of the fresh air valve (107) and the air return valve (105), the mixing ratio of fresh air and return air is controlled, so as to control the air supply temperature, thereby achieving a target set value. By means of the configurations, a conventional integrated air conditioning mode for railway cars is changed, and by dividing each railway car into independent areas, personalized air conditioning of local areas of the railway car is achieved.
Provided in the present invention is a thin and lightweight air-conditioning unit. The thin and lightweight air-conditioning unit comprises a compressor, a condenser, an electronic expansion valve and an evaporator, which are sequentially connected to each other to form a refrigeration cycle loop. A condensation fan for exchanging heat with the outdoors is arranged on the condenser, and a blower for supplying air to the indoors is arranged on the evaporator. A microchannel heat exchanger is used inside the condenser, and the compressor is a variable-frequency compressor. In the thin and lightweight air-conditioning unit provided in the present invention, since the interior of the condenser is designed to be provided with the microchannel heat exchanger, the spatial size of the condenser is more compact and thus space is saved, such that the lightweight design can be further achieved on the basis of satisfying the refrigeration and heating requirements of a vehicle.
The present disclosure relates to the technical field of polyurethane foams, and in particular relates to a rigid polyurethane foam and a preparation method therefor. The rigid polyurethane foam of the present disclosure is mainly prepared from a polyol mixture and an isocyanate at a mass ratio of 100 : 60-95, wherein the polyol mixture comprises the following components in parts by weight: 5-95 parts of a polyether polyol, 5-95 parts of a polyester polyol, 5-95 parts of a phenyl polyester polyol, 0.1-5 parts of a foaming agent, and 1-8 parts of a foaming aid. The rigid polyurethane foam of the present disclosure has good compression resistance and bending performance, such that the impact resistance of the rigid polyurethane foam is effectively improved.
Disclosed is a method for determining a vehicle-mounted superconducting magnet monitoring system. The method comprises: obtaining an identifier of a vehicle-mounted superconducting magnet and a plurality of pieces of sampling parameter information (S101); acquiring an initial monitoring system corresponding to the identifier of the vehicle-mounted superconducting magnet (S102); performing model selection on each sensor and a monitoring module in the monitoring system on the basis of the sampling parameter information and magnet structure information, so as to respectively obtain an identifier of each sensor and an identifier of the monitoring module (S103); on the basis of a preset mapping relationship, respectively adding the identifiers of the sensors and the identifier of the monitoring module to respective corresponding target positions in the initial monitoring system, and performing parameter correction on the initial monitoring system on the basis of the identifiers of the sensors and the identifier of the monitoring module (S104); and determining the initial monitoring system, which has been subjected to parameter correction, to be a vehicle-mounted superconducting magnet monitoring system that matches the identifier of the vehicle-mounted superconducting magnet (S105). Also disclosed are a system for determining a vehicle-mounted superconducting magnet monitoring system, and a storage medium, which improve the design efficiency of the vehicle-mounted superconducting magnet monitoring system.
The present disclosure relates to the technical field of flame retardants, in particular to a flame retardant, a preparation method therefor, and rigid polyurethane foam. The flame retardant of the present invention comprises a composite additive-type flame retardant and a composite reactive-type flame retardant. The composite additive-type flame retardant comprises the following components in parts by weight: 1-80 parts of an inorganic flame retardant, 1-75 parts of a phosphorus halogen flame retardant, and 5-60 parts of an organophosphorus flame retardant. The composite reactive-type flame retardant comprises the following components in parts by weight: 20-100 parts of bis(4-hydroxybutyl)phenyl phosphate and 30-150 parts of 2-carboxyethyl phenyl ethylene glycol hypophosphite. The mass ratio of the composite additive-type flame retardant to the composite reactive-type flame retardant is 100:60 to 100:150. The flame retardant of the present invention can improve the flame-retardant effect of rigid polyurethane foam without affecting the mechanical properties of the rigid polyurethane foam.
A high-voltage monitoring system, comprising: a power quality analysis board (101), used for collecting a secondary side voltage and a secondary side current, carrying out power quality anomaly analysis, and transmitting an analysis result to a power quality main control board (102), the analysis result comprising overvoltage waveform data; the power quality main control board (102), used for transmitting the analysis result to a switch board (105) by means of the Ethernet; a surge arrester processing board (103), used for collecting and storing surge arrester data, and sending same to a high-voltage insulating main control board (104) by means of the Ethernet; the high-voltage insulating main control board (104), used for transmitting the surge arrester data to the switch board (105) by means of the Ethernet; and the switch board (105), used for receiving the surge arrester data and the overvoltage waveform data by means of the Ethernet, and sending the surge arrester data and the overvoltage waveform data to a smart screen (106) for display. The high-voltage monitoring system is integrated in a same cabinet, and uses the same switch board (105) for communication, so that when an overvoltage fault possibly occurs, comprehensive determination and analysis can be carried out according to the overvoltage waveform data and the surge arrester data, thereby realizing integrated and miniaturized design.
G01R 31/00 - Arrangements for testing electric propertiesArrangements for locating electric faultsArrangements for electrical testing characterised by what is being tested not provided for elsewhere
G01R 19/165 - Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
G01R 31/12 - Testing dielectric strength or breakdown voltage
53.
SHOCK-RESISTANCE DESIGN METHOD AND APPARATUS FOR HIGH-TEMPERATURE SUPERCONDUCTING MAGNET OF ELECTRODYNAMIC SUSPENSION TRAIN
Disclosed are a shock-resistance design method and apparatus for a high-temperature superconducting magnet of an electrodynamic suspension train. The method comprises: performing, one by one, an electromagnetic shock-resistance check, a structural shock-resistance check and a thermal shock-resistance check on a superconducting magnet, and each time after a check is performed, if the superconducting magnet does not pass the check, performing optimization iterative design on the superconducting magnet until the superconducting magnet passes the check; and loading shock-resistance boundary conditions of an electromagnetic field, a structural field and a temperature field onto the superconducting magnet which passes the three aforementioned checks, and checking whether the superconducting magnet meets design requirements at this time. In the present solution, an electromagnetic shock-resistance check, a structural shock-resistance check, a thermal shock-resistance check and corresponding iterative optimization are performed one by one on a superconducting magnet, and finally, shock-resistance boundary conditions of an electromagnetic field, a temperature field and a structural field are superimposed, so as to complete a check performed when multiple physical fields are coupled, thereby ensuring that a designed target superconducting magnet can meet design requirements regardless of the type of shock same withstands, and preventing the superconducting magnet from failing or being quenched due to mechanical, electromagnetic and thermal shocks.
H01F 6/06 - Coils, e.g. winding, insulating, terminating or casing arrangements therefor
G06F 30/20 - Design optimisation, verification or simulation
G06F 119/02 - Reliability analysis or reliability optimisationFailure analysis, e.g. worst case scenario performance, failure mode and effects analysis [FMEA]
54.
RAIL VEHICLE APPLYING INTEGRATED HEAT ENERGY MANAGEMENT TECHNOLOGY
A rail vehicle applying integrated heat energy management technology. An oil temperature rises when a transformer (1) operates, hot oil in the transformer (1) is pumped out by means of a pipeline and flows to a cooling unit (5) and heat exchangers (3), a three-way valve (4) is arranged in front of the cooling unit (5) and the heat exchangers (3), and when fresh air in an air conditioning unit (2) is required to be heated, part of the oil in the transformer (1) is guided to the heat exchangers (3) by means of the three-way valve (4), and the other part of the oil flows to the cooling unit (5), so as to cool the oil in the transformer (1), the oil in the transformer (1) is used as a heat medium in the heat exchangers (3), and heat is transferred to a refrigerant, so that the oil in the transformer (1) is cooled and flows back to the transformer (1), and the refrigerant, which is in the heat exchangers (3), absorbs the heat to heat the fresh air, thereby forming a cycle of heating the fresh air. The rail vehicle heats fresh air in an air conditioning system by utilizing heat generated during the working process of a transformer of a traction system of electric multiple units, and integrates the traction system and the air conditioning system into an effective heat energy management system, so as to control and optimize a heat transfer process of the vehicle, thereby reducing waste heat emission, and improving the energy utilization efficiency.
Disclosed in the present application are a simulation construction method for a vehicle-bridge system of a magnetic levitation vehicle, and a related product. The method comprises: according to operation algorithms corresponding to real parts of a vehicle-bridge system of a magnetic levitation vehicle, constructing virtual models corresponding to the real parts of the vehicle-bridge system; and performing joint simulation on the basis of the virtual models and the real parts, so as to obtain a simulation system model corresponding to the vehicle-bridge system. In this way, a semi-physical simulation system model of the vehicle-bridge system can be constructed according to pre-constructed virtual models and by means of some real parts of the vehicle-bridge system, and a system-level semi-physical cross-linking test can be realized without the need for constructing a fully real test environment, such that simulation precision and working efficiency can be improved, and development risks can be reduced. In addition, by using such a virtual-real combination mode, i.e., a simulation method combining virtual models with real parts, a simulation system model closer to a real vehicle-bridge system can be constructed, thereby improving the construction precision of the simulation system model.
An auxiliary power supply module checking method and apparatus. The method comprises: under a rated input voltage, the highest input voltage and the lowest input voltage, performing no-load, half-load and full-load tests on each intermediate-frequency power supply module which is individually connected to a simulated medium-voltage busbar, so as to obtain a plurality of first test results (S102); connecting a plurality of intermediate-frequency power supply modules to the medium-voltage busbar in parallel, and under the rated input voltage, the highest input voltage and the lowest input voltage, performing no-load, half-load and full-load tests on each intermediate-frequency power supply module, so as to obtain a plurality of second test results corresponding to the power supply module (S103); and if the first test results meet first test requirements, the second test results meet second test requirements, and second reactive powers corresponding to different intermediate-frequency power supply modules are the same and second active powers corresponding to different intermediate-frequency power supply modules are the same, determining that the plurality of intermediate-frequency power supply modules are suitable for grid-connected power supply (S104). Auxiliary power supply modules produced by different manufacturers can be mixed for grid-connected power supply.
An excitation test bench and an excitation test device. The excitation test bench comprises two test mechanisms. Either one of the test mechanisms comprises an electric motor (3), a synchronous gearbox (5), a variable-speed gearbox (7) and a track wheel device (10), wherein the track wheel device (10) comprises two track wheels (103); the electric motor (3) in either one of the test mechanisms is connected to a first end of the synchronous gearbox (5), a second end of the synchronous gearbox (5) is connected to a first end of the variable-speed gearbox (7), and a second end of the variable-speed gearbox (7) is connected to the two track wheels (103) so as to drive the two track wheels (103) to rotate; a third end of the synchronous gearbox (5) is connected to the third end of the synchronous gearbox (5) in the other test mechanism; and an outer edge of each track wheel (103) is polygonal, and the polygon is distributed in the form of a sine wave. The excitation test bench and the excitation test device solve the problems in existing excitation test benches whereby the synchronous precision of a front and a rear shaft of a bogie is low and high-frequency excitation under the condition of a power test cannot be realized.
A train lighting system (100) and method. The system comprises at least one lighting control board card (110) and a plurality of lamps (120), wherein the lighting control board card (110) is integrated on a control mainboard of a vehicle-mounted broadcast system case, and the lighting control board card (110) is used for receiving a vehicle control instruction and environment monitoring data, which are sent by the control mainboard, and controlling the turned-on/turned-off state, the brightness state and the color temperature state of each lamp among the plurality of lamps according to the vehicle control instruction and the environment monitoring data. That is, the lighting control board card (110) is used to control the turning-on/turning-off of each lamp (120), and the lighting control board card (110) may adjust the brightness state and the color temperature state of each lamp (120) according to the vehicle control instruction and the environment monitoring data, so as to realize the automated and personalized adjustment of each lamp (120); moreover, the lighting control board card (110) is integrated on the control mainboard, such that it is not necessary to additionally provide a train lighting communication system, and a communication system of the vehicle-mounted broadcast system case can be directly used for communication of the lighting system, thereby saving on train space.
A train safety monitoring system, comprising a monitoring host (101) and a data acquisition unit (102). The monitoring host (101) is arranged inside a train and is connected to the data acquisition unit (102) and a train network; and is used for diagnosing data signals collected by the data acquisition unit (102), and outputting an early warning signal by means of the train network when a diagnosis result representing an abnormality is obtained. The data acquisition unit (102) is used for acquiring at least two types of data signals among acceleration data of a train body and a bogie, running gear state data, train smoke and temperature signals, electric signals of a train high-voltage system, pantograph video signals and bogie video signals. The present invention achieves at least two safety monitoring functions by means of one monitoring host, reduces the space required for installing the train safety monitoring system, and reduces the network bandwidth resources required for transmitting various early warning signals, thereby lowering the cost required for achieving various safety monitoring functions.
Provided are a motor mutual driving-based rotation speed and torque control method and apparatus. The rotation speed and torque control method comprises: for a traction motor (M1) and a load motor (M2) which are in coupled mutual driving, controlling the rotation speed of the load motor (M2) according to a rotation speed limit value of the load motor (M2) (201); according to the rotation speed limit value of the load motor (M2), a rotational inertia value of a train, a resistance moment value of the train, a first corresponding relationship between the rotation speed and the angular speed of the load motor (M2), a second corresponding relationship between the angular speed and the acceleration of the angular speed, and a third corresponding relationship between the resistance moment of the train, the rotational inertia value of the train, the acceleration and the torque of the traction motor (M1), performing calculation to obtain a torque limit value of the traction motor (M1) (202); and, according to the torque limit value of the traction motor (M1), controlling the torque of the traction motor (M1) (203). The torque of the traction motor (M1) does not affect the rotation speed of the load motor (M2), thus achieving rotation speed and torque decoupling of the traction motor (M1) and the load motor (M2) in coupled mutual driving to a certain extent.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
A temperature simulation method and apparatus for a traction system. The method comprises: obtaining driving condition information and operation feature information of an electric locomotive (S101); determining a traction network voltage and a traction torque of a traction system in the electric locomotive on the basis of the driving condition information and the operation feature information (S102); and on the basis of the traction network pressure and the traction torque of the traction system, determining temperature feature information of the traction system corresponding to the driving condition information by using a simulation model that simulates the traction system (S103). Thus, the temperatures of a traction motor of the electric locomotive under target driving conditions can be obtained.
A detection system for a cross section contour of a rail transit vehicle. The system comprises: a target warning portal (10), which is arranged at a target detection position; a predetermined number of scanning devices (M1-Mn), which are arranged on the target warning portal (10) at predetermined intervals; a processing device (20); and a digital signal synchronization trigger (30), wherein the processing device (20) is used for acquiring, in real time and by means of each scanning device (M1-Mn), dynamic three-dimensional device coordinates of each detection point, corresponding to the scanning device (M1-Mn), on a cross section contour of a target vehicle in a three-dimensional device coordinate system of the scanning device (M1-Mn), and drawing, in a pre-defined three-dimensional reference coordinate system and on the basis of the dynamic three-dimensional device coordinates of each detection point, a cross section contour of the target vehicle at the moment when the target vehicle passes through the target warning portal (10). By means of the detection system, a determined cross section contour of a rail transit vehicle can be more accurate. Further provided are a detection method and apparatus for a cross section contour of a rail transit vehicle.
G01B 11/00 - Measuring arrangements characterised by the use of optical techniques
B61K 9/00 - Railway vehicle profile gaugesDetecting or indicating overheating of componentsApparatus on locomotives or cars to indicate bad track sectionsGeneral design of track recording vehicles
63.
RAILWAY VEHICLE PANTOGRAPH-CATENARY WEAR ANOMALY DETECTION METHOD AND APPARATUS, AND STORAGE MEDIUM
The present application provides a railway vehicle pantograph-catenary wear anomaly detection method and apparatus, and a storage medium. The detection method is applied to a railway vehicle pantograph-catenary wear anomaly detection apparatus, and comprises: for each detection point in a traveling process of a target railway vehicle, a roughness measurement part measures the roughness of a carbon contact strip of the target railway vehicle at the current detection point, and sends the roughness to a data processing module; on the basis of the received roughness and a preset roughness threshold, the data processing module determines whether the amount of pantograph-catenary wear is abnormal; when determining that the amount of pantograph-catenary wear is abnormal, the data processing module feeds back a detection result indicating that the amount of pantograph-catenary wear is abnormal; when determining that the amount of pantograph-catenary wear is not abnormal, the data processing module determines whether the change rate of pantograph-catenary wear at the current detection point is abnormal; and when determining that the change rate of pantograph-catenary wear is abnormal, the data processing module feeds back a detection result indicating that the change rate of pantograph-catenary wear is abnormal. In this way, by means of the designed detection apparatus, the degree of pantograph-catenary wear can be detected in real time during vehicle operation.
G01B 21/30 - Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring roughness or irregularity of surfaces
64.
AIR DUCT SYSTEM SIMULATION OPERATION TEST BENCH AND EXPERIMENT TEST METHOD
An air duct system simulation operation test bench (100). The air duct system simulation operation test bench (100) comprises: a test air duct (101), which is a test main body of a fan air duct system; a cooling fan (102), which is mounted on the test air duct (101) and is used for providing an air volume source for the entire fan air duct system; a hard air duct (103), which is connected to the test air duct (101) and a traction fan (105), the flow rate of air in the hard air duct (103) being changed by means of adjustment of an internal rotary cover plate, so as to simulate working conditions for different degrees of blockage at an air outlet of the traction fan (105); a soft air duct (104), which is used for perfecting the integrity of the fan air duct system, so as to reflect the real situations of the fan air duct system during installation on trains; and a traction fan (105), which is connected to a corresponding position on the test air duct (101) by means of the hard air duct (103) and the soft air duct (104). Also provided are an experiment test method and experiment test device (300) for the typical working condition of an air duct system, an electronic apparatus (400) and a computer-readable storage medium. The air duct system simulation operation test platform (100) and the test method provide data support for the model selection of cooling fans and the design verification of air duct structure systems, and facilitate the safe operation of high-speed multiple-unit trains.
A method and apparatus for determining a stable state of a rail transit vehicle. The method comprises: respectively determining a front straight line, a rear straight line, a left straight line and a right straight line in a reference coordinate system on the basis of reference coordinates of a left front sensor, a right front sensor, a left rear sensor and a right rear sensor in the reference coordinate system; respectively determining a front roll angle, a rear roll angle, a left roll angle and a right roll angle of a carriage on the basis of the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line; and determining a stable state of the carriage on the basis of the front roll angle, the rear roll angle, the left roll angle and the right roll angle. Errors in determining a non-stable state of a vehicle can be reduced, such that subsequent analysis and evaluation are more accurate.
Provided in the present application are a rail vehicle suspension parameter screening method and apparatus, and a device and a medium. The screening method comprises: on the basis of a rail parameter and a rail vehicle parameter, determining the real vibration frequency between a rail and a rail vehicle; constructing a vehicle-rail coupling power performance analysis model; on the basis of the real vibration frequency, selecting a suspension parameter set to be subjected to screening, and inputting said suspension parameter set into the vehicle-rail coupling power performance analysis model to perform simulation calculation, so as to obtain a simulated vibration frequency corresponding to said suspension parameter set; and according to the real vibration frequency and the simulated vibration frequency, correcting said suspension parameter set to obtain a target suspension parameter set, such that the vehicle-line coupling resonance phenomenon between the rail and the rail vehicle is reduced by means of the target suspension parameter set. According to the screening method and the screening apparatus, vehicle-line coupling resonance can be effectively reduced by means of an obtained suspension parameter set, thereby achieving the aim of reducing the vibration of a vehicle body, and improving the ride comfort for passengers.
The present disclosure relates to the technical field of potting. Provided are a lateral acceleration sensor for a multiple-unit train and a potting method therefor. Specifically, the method comprises four independent potting steps, wherein the angle of a sensor, the potting position and potting limitation during potting, and treatment modes for standing are defined, such that bubbles possibly generated during potting processes are avoided to the utmost extent; namely, the probability of generating bubbles during potting processes of lateral acceleration sensor products is minimized or even no bubble is generated, thereby avoiding the generation of bubbles in metal casings of lateral acceleration sensors after the potting is completed, thus solving the problem that bubbles present in resin nearby components due to anomalies of potting processes cause damages to welding spots of components and thus eventually lead to open circuits of components, reducing the probability of failures of lateral acceleration sensors and effectively prolonging the service life of lateral acceleration sensors.
B05D 1/26 - Processes for applying liquids or other fluent materials performed by applying the liquid or other fluent material from an outlet device in contact with, or almost in contact with, the surface
B05C 5/02 - Apparatus in which liquid or other fluent material is projected, poured or allowed to flow on to the surface of the work from an outlet device in contact, or almost in contact, with the work
68.
FIRE SUPPRESSION SYSTEM FOR IMPROVING RELIABILITY OF LITHIUM ION STORAGE BATTERIES
A fire suppression system for improving the reliability of lithium ion storage batteries, comprising a centralized control device (1), a composite smoke and temperature sensor (2), and a fire extinguishing device (3). The composite smoke and temperature sensor (2) can monitor the internal environment of a storage battery box body so as to obtain an environment data signal, wherein the environment data signal can represent information such as the carbon monoxide concentration, smoke concentration and temperature, and send the environment data signal to the centralized control device (1); the centralized control device (1) can process the environment data signal to determine, on the basis of the environment data signal, whether a thermal runaway situation has occurred, acquire a control signal if a thermal runaway situation has occurred, and start the fire extinguishing device (3) by means of the control signal so as to suppress the thermal runaway and achieve the effect of preventing fire, thus effectively lowering the operation and maintenance risk of vehicles, improving the safety and reliability of lithium ion storage batteries of high-speed motor train units, and avoiding vehicle loss and casualties resulting from fire caused by lithium ion storage batteries.
A62C 3/07 - Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles
A62C 3/16 - Fire prevention, containment or extinguishing specially adapted for particular objects or places in electrical installations, e.g. cableways
69.
AUXILIARY POWER SUPPLY SYSTEM FOR ENERGY STORAGE MAGLEV VEHICLE
An auxiliary power supply system for an energy storage maglev vehicle, said system comprising: an energy storage unit, a high-voltage direct-current electronic device, a voltage regulation device, a traction system, a linear motor, and a medium-voltage direct-current electronic device. An output end of the energy storage unit, an input end of the voltage regulation device, an input end of the high-voltage direct-current electronic device, and an input end of the traction system are connected to a high-voltage direct-current bus; an output end of the traction system and an input end of the linear motor are connected to an alternating-current bus; and an output end of the voltage regulation device and an output end of the medium-voltage direct-current electronic device are connected to a medium-voltage direct-current bus. A low-cost and lightweight power supply solution for a maglev train is provided.
A superconducting magnet testing method and system, and a processor assembly. The method comprises: determining a dynamic working condition to be tested for a superconducting magnet to be tested (S201); on the basis of said dynamic working condition and coil data of said superconducting magnet, determining first test environment data of the superconducting magnet (S202), the first test environment data being used for representing a vibration condition generated by interaction between the coil of the superconducting magnet and a track coil under the dynamic working condition; according to the dynamic working condition and the first test environment data, determining second test environment data (S203), the second test environment data being used for representing a vibration condition generated by the superconducting magnet under an external impact effect; and controlling a superconducting magnet test device to apply the first test environment data and the second test environment data to the superconducting magnet, so as to test the superconducting magnet (S204). Therefore, the working condition of the superconducting magnet to be tested under a vehicle-mounted condition can be accurately simulated, implementing testing of the superconducting magnet.
Disclosed in the present invention is a vacuum paraffin dipping apparatus. The vacuum paraffin dipping apparatus comprises a dipping cabin, which is an openable sealed cabin body, a coil box configured to place a superconducting coil being arranged in the dipping cabin, and a heating pipe being arranged at the bottom of the coil box; a vacuum generation unit and a paraffin filling unit which communicate with the dipping cabin, the vacuum generation unit being configured to manufacture and maintain a vacuum environment in the dipping cabin, the paraffin filling unit is configured to melt paraffin and deliver the molten paraffin into the coil box, and a paraffin filling pipeline being provided with a communication valve for controlling the opening and closing of the pipeline; and a temperature control unit configured to control the temperature of the heating pipe and the temperature when the paraffin filling unit melts the paraffin. In the present invention, the vacuum generation unit and the paraffin filling unit which are in sealed communication with the dipping cabin are provided, and by means of the characteristic of high fluidity of the molten paraffin, the superconducting coil is fixedly sealed effectively by using the paraffin in a vacuum constant-temperature state, so that the stability of the superconducting coil during boarding service is improved. Further disclosed in the present invention is a paraffin dipping method using the vacuum paraffin dipping apparatus.
H01F 41/04 - Apparatus or processes specially adapted for manufacturing or assembling magnets, inductances or transformersApparatus or processes specially adapted for manufacturing materials characterised by their magnetic properties for manufacturing cores, coils or magnets for manufacturing coils
A pre-assembly tool, comprising a hoisting tool (1) and a fixing tool (2). The hoisting tool (1) is used for hoisting suspension frame arms (4), and a suspension electromagnet and a guide electromagnet are pre-assembled with the hoisted suspension frame arms (4). The fixing tool (2) is used for fixing a whole pre-assembled from the suspension frame arms (4), the suspension electromagnet and the guide electromagnet, so that the size of the pre-assembled whole is ensured to meet a requirement for mounting with suspension frame cross beams, and during transportation and storage, the pre-assembled whole is also fixed and supported by means of the fixing tool (2), thereby reducing the difficulty in the storage and transportation of the pre-assembled whole. When the electromagnets need to be independently maintained, the fixing tool (2) is connected to the pre-assembled whole, and a forklift drives the pre-assembled whole and the fixing tool to descend. The fixing tool (2) keeps the pre-assembled whole in a vertical state, so that workers can perform independent maintenance on the electromagnets, thereby reducing the difficulty in maintenance.
B23P 19/00 - Machines for simply fitting together or separating metal parts or objects, or metal and non-metal parts, whether or not involving some deformationTools or devices therefor so far as not provided for in other classes
B60L 13/04 - Magnetic suspension or levitation for vehicles
A front-end structure of a maglev train comprises two structures, i.e., a front-end front section (1) and a front-end rear section (2), and the front-end front section (1) and the front-end rear section (2) are manufactured separately, thereby improving the formability of the front-end structure, and reducing the machining difficulty and the machining cost; in addition, the front-end front section (1) and the front-end rear section (2) are both made of carbon fiber materials, and therefore, compared with those of front-end structures in the prior art which are manufactured by welding aluminum plates, the overall weight of the front-end structure is reduced, thereby reducing the operation energy consumption of the whole train. The present invention also relates to a maglev train.
B61D 17/02 - Construction details of vehicle bodies reducing air resistance by modifying contour
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
B61D 17/00 - Construction details of vehicle bodies
An electric magnetic-levitation magnet vibration and impact test apparatus, comprising a vibration table (100), an electromagnetic excitation mechanism (200), a hoisting mechanism (400), and a magnet mounting mechanism (300), wherein the magnet mounting mechanism (300) is used for mounting a magnet (500) to be tested, the hoisting mechanism (400) is used for hoisting said magnet (500) to a preset position, the magnet mounting mechanism (300) is arranged on the vibration table (100), said magnet (500) and the electromagnetic excitation mechanism (200) are arranged opposite each other, and electromagnetic induction can be produced between said magnet (500) and the electromagnetic excitation mechanism (200) so as to levitate said magnet (500); the internal temperature of said magnet (500) can be adjusted, and the current of the electromagnetic excitation mechanism (200) can be adjusted; and when said magnet (500) is in a walking wheel walking state of a magnetic levitation vehicle, a state of levitation of the magnetic levitation vehicle, and a magnet quenching state when the magnetic levitation vehicle is levitated, the vibration table (100) can provide vibrations for said magnet (500), such that vibration and impact test simulation for said magnet (500) in the three states is realized. The apparatus can test the dynamic environment adaptability of a magnet subjected to vibrations and impact.
G01R 31/00 - Arrangements for testing electric propertiesArrangements for locating electric faultsArrangements for electrical testing characterised by what is being tested not provided for elsewhere
75.
SKID DEVICE FOR NORMAL-CONDUCTION HIGH-SPEED VEHICLE
Disclosed in the present invention is a skid device for a normal-conduction high-speed vehicle with good processability. Since the skid device is connected by means of a wedge-shaped structure, the skid device can be installed and dismantled easily in a small space. A laminar spring structure provides the skid device with an enhanced capability to cushion an impact. Friction blocks are separable, such that only a damaged friction block needs to be replaced, thereby achieving higher economical efficiency. Since friction braking during a landing is performed by a plurality of friction blocks, the skid device can withstand more heat generated by friction braking compared with a medium-to-low speed magnetic levitation vehicle skid device which is provided with a small friction block, and thus has an enhanced friction braking capability.
An air spring air-supply control device, comprising an air intake pipeline (100), a connecting pipeline (200), a first exhaust pipeline (300), a second exhaust pipeline (400), a third exhaust pipeline (600), a first solenoid valve (201), a second solenoid valve (401), a third solenoid valve (500) and a controller, wherein the first solenoid valve (201) is arranged on the connecting pipeline (200); the second solenoid valve (401) is arranged on the second exhaust pipeline (400); the third solenoid valve (500) can communicate the connecting pipeline (200) with the second exhaust pipeline (400), and the third solenoid valve (500) can communicate the first exhaust pipeline (300) with the second exhaust pipeline (400); and the third exhaust pipeline (600) is arranged between the second solenoid valve (401) and the third solenoid valve (500), and communicates with the second exhaust pipeline (400). When a suspension system of a normal-conduction high-speed maglev vehicle malfunctions, air in an air spring can be exhausted by means of the air spring air-supply control device, so as to guarantee normal operation of the vehicle.
Disclosed in the present application are a method and apparatus for designing a superconducting magnet. The method comprises: designing electromagnetic-field parameters of a superconducting magnet on the basis of coil parameters of an internal magnetic pole of the superconducting magnet; designing temperature field parameters of the superconducting magnet on the basis of a preset thermal loading condition; and designing structural-field parameters of the superconducting magnet according to the designed electromagnetic-field parameters and the designed temperature field parameters. After an electromagnetic field of an superconducting magnet is fixed, a generated electromagnetic force can be determined, so as to determine a stress that affects a structural field of the superconducting magnet; moreover, the temperature of a temperature field of the superconducting magnet and the stress deformation of the structural field of the superconducting magnet can be mutually affected. Therefore, by using such a coupling design idea, that is, by designing structural-field parameters of the superconducting magnet on the basis of electromagnetic-field parameters and temperature field parameters, it can be ensured that a plurality of physical fields of the superconducting magnet meet corresponding design indexes at the same time, thereby improving the design efficiency and design precision of the superconducting magnet.
A paraffin wax solid-encapsulation furnace for a vehicle-mounted superconducting magnet coil. Compared with existing paraffin wax solid-encapsulation furnaces, the paraffin wax solid-encapsulation furnace for a vehicle-mounted superconducting magnet coil combines a paraffin wax melting compartment and a solid encapsulation compartment as a whole, and thus has a compact structure. Arranging a paraffin wax tank (9) inside the solid-encapsulation furnace can eliminate an original paraffin wax pipeline that is exposed to the environment, and can thus prevent paraffin wax from undergoing cooling, solidification, blockage and ejection from a paraffin wax injection port due to the paraffin wax flowing in the pipeline, thereby making a pouring process smooth and controllable and achieving a good solid encapsulation effect. In terms of temperature control, heat is transferred mainly in an air convection manner, and electric heating tubes (12, 13, 15) and a turbulent fan (11) are scientifically arranged, which effectively eliminates the internal temperature gradients of a coil and the paraffin wax and improves the uniformity of temperature distribution thereof. In terms of pouring control, a vibration exciter (17) arranged below a superconducting coil tray (10) can effectively accelerate the discharge of bubbles from the coil. In terms of vacuum control, only a slight negative pressure in the furnace needs to be maintained, such that the requirements for the performance of a vacuum pump (4) and the sealing of a furnace body (1) are all greatly reduced, and the manufacturing difficulty and cost are relatively low.
H01F 41/04 - Apparatus or processes specially adapted for manufacturing or assembling magnets, inductances or transformersApparatus or processes specially adapted for manufacturing materials characterised by their magnetic properties for manufacturing cores, coils or magnets for manufacturing coils
79.
TRAIN POWER SUPPLY SYSTEM, TRAIN POWER SUPPLY METHOD, AND TRAIN
A train power supply system, a train power supply method, and a train. The power supply system comprises a plurality of direct-current auxiliary converters, a first direct-current bus, and a rectifying load which are connected in sequence; the rectifying load comprises a variable-frequency air conditioner, a variable-frequency motor, and direct-current loads; the plurality of direct-current auxiliary converters are used for decreasing the voltage of a high-voltage direct current, and thus outputting a low-voltage direct current to the first direct-current bus; the first direct-current bus is used for transmitting the low-voltage direct current to the rectifying load; the power supply system does not comprise an alternating-current bus, so that the problems of reactive power transmission and frequency stability necessarily associated with an alternating-current system, and the alternating-current voltage distortion problem when a rectifying load is connected would not occur; the rectifying load is used for converting the low-voltage direct current into an alternating current so as to drive the rectifying load to work. The rectifying load can be driven to work by directly inputting a direct current to the rectifying load, and the rectifying load does not need to rectify an alternating current into a direct current, so that the electric energy loss and the capacity requirement are reduced, and the power supply capacity and the electric energy quality are improved.
Disclosed are a method and apparatus for designing a cold conduction structure on the basis of topology optimization. The method comprises: establishing a lightweight model and a heat dissipation model, wherein the lightweight model is a lightweight topology optimization model for a cold conduction structure, and the heat dissipation model is a heat dissipation topology optimization model for the cold conduction structure; respectively determining an optimization condition for the lightweight model and an optimization condition for the heat dissipation model; and performing multi-objective thermo-mechanical coupling topology optimization on a multi-objective weighted optimization model obtained by weighting the lightweight model and the heat dissipation model, so as to obtain a topology configuration of the cold conduction structure that meets design indexes. The present solution realizes coupling optimization of a stress field and a temperature field by means of weighting a lightweight model and a heat dissipation model, thereby obtaining a configuration that simultaneously meets multiple physical field design indexes, and thus increasing the design efficiency.
Disclosed in the present invention are a heat-sinking device and method for a current lead for high-temperature superconducting excitation, and a liquid nitrogen injection device. The heat-sinking device for a current lead for high-temperature superconducting excitation comprises a liquid nitrogen tank containing liquid nitrogen, wherein the liquid nitrogen is used for performing heat sinking on a current lead of a superconducting magnet; the superconducting magnet comprises a vacuum tank, a superconducting coil and the current lead; the superconducting coil is arranged in the vacuum tank; the body of the liquid nitrogen tank is arranged in the vacuum tank; a liquid inlet and a liquid outlet of the liquid nitrogen tank both extend from the vacuum tank; one end of the current lead extends from the vacuum tank to be connected to a power supply, and the other end of the current lead passes through the liquid nitrogen tank to be connected to the superconducting coil; the body of the current lead is arranged in the liquid nitrogen tank; and a liquid level measurement meter for measuring the height of the liquid nitrogen and a temperature measurement instrument for measuring the temperature of the liquid nitrogen are also arranged in the liquid nitrogen tank. During an excitation process, when a power supply is turned on and a current lead is thus heated, the rate of temperature increase of a superconducting coil may be greatly slowed down, thus effectively reducing the probability of quench of the superconducting coil.
A method for determining the working state of a cryostat model, comprising: determining a steady-state temperature field of a standard cryostat model and an evaluation temperature field of a cryostat model to be evaluated (S101); determining the temperature average of a first reference comparison channel of the steady-state temperature field as a first reference temperature, and calculating first relative temperature differences respectively between temperature averages of the steady-state temperature field and the first reference temperature (S103); determining the temperature average of a second reference comparison channel of the evaluation temperature field as a second reference temperature, and calculating second relative temperature differences respectively between temperature averages of the evaluation temperature field and the second reference temperature (S104); and comparing temperature data corresponding to the same temperature sensor channels in the steady-state temperature field and the evaluation temperature field, so as to determine the working state of the cryostat model to be evaluated (S105). The working state of a cryostat model having a complex structure is identified on the basis of temperature field comparison in a spatial discrete form, and the method is suitable for temperature field analysis of vehicle-mounted cryostat models of superconducting maglev trains. Also disclosed is a device for determining the working state of a cryostat model.
Disclosed is a decoupling design method for a sealing and bearing structure, at least comprising the following steps: S01, performing decoupling of bearing and sealing requirements on a composite position requiring sealing and bearing; S02, designing a bearing structure: separately designing a bearing structure form at the composite position, and implementing effective bearing by means of an independent mechanical connecting structure; and S03, designing a sealing structure: after step S02 is completed, separately designing a sealing structure form at the composite position, designing, by using a thin-wall joint, the sealing structure wrapping the bearing structure, and implementing sealing at the composite position by means of welding. According to the present invention, decoupling design is performed on the composite position that need to satisfy both bearing and sealing requirements, the mechanical connecting structure is firstly designed to satisfy the bearing requirement at the composite position, and then the composite position and the mechanical connecting structure are sealed by means of the sealing structure, thereby guaranteeing that a designed low-temperature device has good bearing and sealing functions at the composite position. Also disclosed is a support structure.
A combination tool applicable to a maglev train. When an interlayer (10) is aligned with a static suspension platform (9), a B-end mounting seat (3) is mounted on the interlayer (10), a B-end guide pin (4) is mounted in a first guide hole, an A-end mounting seat (5) is mounted on the interlayer (10), an A-end guide pin (7) is mounted in a second guide hole, the B-end guide pin (4) is inserted into an elongated positioning hole, and the A-end guide pin (7) is inserted into a circular positioning hole; and when a superstructure (11) is aligned with the interlayer (10), the B-end mounting seat (3) is mounted on the superstructure (11), the B-end guide pin (4) is mounted in the first guide hole, the A-end mounting seat (5) is mounted on the interlayer (10), an A-end superstructure mounting seat (6) is mounted on the superstructure (11), the A-end guide pin (7) is mounted in a third guide hole, the A-end guide pin (7) passes through the second guide hole and then is inserted into the circular positioning hole, then the B-end guide pin (4) is inserted into the elongated positioning hole. The combination precision is high, the combination process is self-guided without manual intervention, and the combination can succeed at a time, thereby improving the efficiency of combination.
B25H 1/14 - Work benchesPortable stands or supports for positioning portable tools or work to be operated on thereby with provision for adjusting the bench top
85.
DATA TRANSMISSION SYSTEM AND METHOD FOR MULTIPLE UNIT, AND MULTIPLE UNIT
The present application provides a data transmission system and method for a multiple unit, and a multiple unit. The system comprises an ethernet train backbone node (ETBN), a photoelectric conversion module and an optical lens; the ETBN is located at a head car of a multiple unit, and can convert car-level data transmitted inside the multiple unit into train-level data transmitted among different multiple units; the photoelectric conversion module is located at a coupler of the multiple unit, can receive by means of an ethernet cable the train-level data forwarded by the ETBN, and can convert the train-level data from an ethernet signal into an optical signal, the coupler referring to a device located at an end portion of the multiple unit and used for coupling two multiple units; the optical lens is located between two photoelectric conversion modules corresponding to two multiple units; when the two multiple units are coupled, the optical lens can mutually transmit optical signal data corresponding to the two multiple units. While not causing a backflow current, the system can realize stable data transmission for coupled multiple units by means of optical communication.
H04L 67/12 - Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
86.
MONITORING DISPLAY SYSTEM SUITABLE FOR TRAVELING RAIL OF HIGH-SPEED MAGNETIC LEVITATION VEHICLE
A monitoring display system suitable for a traveling rail of a high-speed magnetic levitation vehicle. The system comprises: a plurality of first cameras (11), which are located in different orientations and outside the head of a high-speed magnetic levitation vehicle; and a display screen (12), which is located inside the head of the high-speed magnetic levitation vehicle, wherein the display screen (12) is used for displaying, in real time, pictures captured by the first cameras (11). On the basis of the high-speed magnetic levitation vehicle, a front windshield may not be provided, the body of the high-speed magnetic levitation vehicle is designed in a fully closed manner, and a worker in the high-speed magnetic levitation vehicle can observe real-time image information in front of the vehicle by means of the display screen (12). Compared with a naked-eye observation mode, the monitoring display system can provide more effective traveling safety data for vehicle-mounted and ground monitoring, thereby dealing with an emergency in a timely and effective manner.
A wire connection device, comprising a panel (1). The panel (1) can be connected to a vehicle floor (9), a wire pass-through hole (10) being formed in the vehicle floor (9), and the wire pass-through hole (10) being used for communicating the lower side of the vehicle floor (9) and the panel (1). A mounting part used for mounting of a connector is provided on the panel (1), and a cable below the vehicle floor (9) and a cable above the vehicle floor (9) are connected via the connector. During equipment commissioning and overhauling, the cable above the vehicle floor (9) or the cable below the vehicle floor (9) is pulled out of the connector, such that the cable above the vehicle floor (9) and the cable below the vehicle floor (9) are disconnected. After the commissioning and overhauling is finished, the cable above the vehicle floor (9) or the cable below the vehicle floor (9) is re-inserted into the connector, thereby connecting the cable above the vehicle floor (9) and the cable below the vehicle floor (9). The wire connection device may be provided to quickly disconnect or connect the cable above the vehicle floor (9) and the cable below the vehicle floor (9), which helps the equipment commissioning and overhauling. Also disclosed is a magnetic levitation vehicle.
A method and apparatus for generating a coil model. The method comprises: constructing a first coil; cutting the first coil in a direction perpendicular to a current, so as to obtain a first section of the first coil and a second section of same; and configuring the first section and the second section to connect to a power source, and setting the resistance of the first coil to be greater than the resistance of other components that are connected in series in a circuit, so as to obtain a coil model, wherein the coil model is used for inferring the electromagnetic force of a magnetic levitation system. By means of cutting a first coil to obtain a first section and a second section, and connecting the first section and the second section to a power source, the connection state of a superconducting coil in a magnetic levitation system is simulated. The accuracy of the electromagnetic force of a magnetic levitation system inferred by the coil model provided in the embodiments of the present application is better, and the coil model has a relatively simple coil structure and a relatively high calculation speed.
A method and device for generating a coil model. The method comprises: constructing a second coil and a third coil; cutting the second coil in a direction perpendicular to a current direction to obtain a third section and a fourth section of the second coil; cutting the third coil in the direction perpendicular to the current direction to obtain a fifth section and a sixth section of the third coil; configuring the third section and the fifth section to be connected; and configuring the fourth section and the sixth section to be connected to obtain a coil model, the coil model being used for reasoning electromagnetic force of a magnetic suspension system.
An inductive power supply test bench (1000), comprising a peripheral housing (100), wherein the peripheral housing (100) comprises a bottom wall (101) and a peripheral circular wall (102) fixed to the bottom wall (101), and an inner wall of the peripheral circular wall (102) is provided, in the axial direction of the peripheral circular wall (102), with two layers of first mounting positions for mounting coils (700) or permanent magnets (600); a rotating shaft (200), which is internally arranged in the peripheral circular wall (102), is rotatably connected to the bottom wall (101), and is arranged coaxially with the peripheral circular wall (102); and turntables (300), the number of which is two, wherein the turntables (300) are fixed to the rotating shaft (200) at a preset distance in the axial direction of the rotating shaft (200), and the turntables (300) respectively correspond to the two layers of mounting positions on the peripheral circular wall (102), and are provided with second mounting positions for mounting the coils (700) or the permanent magnets (600). During use, the corresponding permanent magnets (600) or the corresponding coils (700) are mounted on the peripheral circular wall (102) and the second mounting positions of the turntables (300) according to data needing to be measured, so as to simulate the operation speed and inductive power supply of a maglev train, thereby realizing experimental study on the non-contact power supply of the train.
G01R 31/00 - Arrangements for testing electric propertiesArrangements for locating electric faultsArrangements for electrical testing characterised by what is being tested not provided for elsewhere
A train control method and a related apparatus. The method comprises: a processing device being able to detect, in real time, the vibration condition of a train in a vertical direction of a train track, and to acquire vibration information for reflecting the vibration condition (S101); according to the vibration information, the processing device being able to determine a track repulsive force currently applied to the train (S102), wherein the track repulsive force is used for pushing the train upwards in the vertical direction of the train track; the processing device being able to determine, according to the track repulsive force, an electromagnetic force required for stabilizing the train in the vertical direction of the train track (S103), wherein the electromagnetic force is used for pushing the train downwards in the vertical direction of the train track; and the processing device being able to adjust a parameter of a collector coil in the train according to the electromagnetic force, such that the train obtains the electromagnetic force (S104), so as to achieve balance with the track repulsive force; thus, the train can be stabilized in the vertical direction of the train track. The method can be implemented only by adjusting operation parameters of a train itself without additionally adding a large number of apparatuses, and therefore the influence on the weight of a train body is relatively low.
Disclosed in the present invention are a rail train, and a locomotive and a process for manufacturing the locomotive. The locomotive comprises: an inner skin and an outer skin; a reinforcing beam located between the inner skin and the outer skin, the reinforcing beam and the outer skin being formed by means of curing; and a foam core, which fills the space between the inner skin and the outer skin, wherein the reinforcing beam is embedded in the foam core, and the inner skin, the outer skin and the reinforcing beam are all integrally formed by compression molding of a carbon fiber composite material. The carbon fiber composite material has a small specific gravity and excellent mechanical properties such as specific strength, specific stiffness and tensile strength, and foam is lightweight, such that the mechanical properties of a product structure can be met while the weight of a product is reduced. Therefore, the locomotive cured by means of the materials can reduce the problems caused by deformation while achieving a light weight. Since the reinforcing beam and the outer skin are formed by means of curing, the outer skin and the reinforcing beam can be connected more firmly, thereby solving the problem of an improper assembly relationship caused by deformation generated when the reinforcing beam is independently cured, and also shortening the production period and reducing costs.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
93.
METHOD FOR CHECKING PRE-TIGHTENING FORCE OF DISSIMILAR METAL CONNECTING BOLT IN ULTRA-CRYOGENIC CONDITION ON BASIS OF SIMPLIFIED MODELING
A method for checking a pre-tightening force of a dissimilar metal connecting bolt in an ultra-cryogenic condition on the basis of simplified modeling, comprising: defining structure parameters of a bolt (S1); defining structure parameters of dissimilar metal connected members (S2); defining mechanical parameters and thermophysical parameters of materials of the bolt and the connected members (S3); performing equivalent model modeling and grid division (S4); loading a mechanical boundary condition (S5); loading a thermal boundary condition (S6); defining a contact pair (S7); and obtaining a pre-tightening force value of the bolt in an ultra-cryogenic condition by means of thermo-mechanical coupling simulation calculation, and determining whether corresponding mechanical evaluation indicators are satisfied (S8). According to the solution, thermo-mechanical coupling calculation can be carried out by means of a simplified model with a small amount of calculation, without introducing stress concentration, and calculation convergence is ensured. The solution fills in gaps in methods for checking the pre-tightening force of a dissimilar metal connecting bolt in an ultra-cryogenic working condition, provides an evaluation standard based on breakaway torque and an evaluation standard based on the tangential force and axial force of a bolt, and can be used for determining the reliability of connection of the bolt.
A testing apparatus and testing method for a dynamic limit of a magnetic levitation vehicle based on an F-shaped rail (4). The testing apparatus comprises: sensors (3), a synchronization flip-flop, and a processor, wherein the sensors (3) are used for being arranged at the bottom of a vehicle body (1) of the magnetic levitation vehicle and are located at the bottom of the F-shaped rail (4), the sensors (3) are used for detecting a position to be tested of the F-shaped rail (4) and a position to be tested of the vehicle body (1), there are two groups of sensors (3), which are used for being sequentially distributed in the length direction of the vehicle body (1), each group of sensors (3) is used for being distributed on two sides of the vehicle body (1), and the sensors (3), which are correspondingly arranged on the two sides of the vehicle body (1), are located at the same position in the length direction of the vehicle body (1); the synchronization flip-flop is in communication connection with the sensors (3), and is used for synchronizing all the sensors (3); and the processor is used for calculating a dynamic envelope line of the magnetic levitation vehicle according to detected data of the sensors (3). The testing apparatus can obtain a dynamic envelope of a magnetic levitation vehicle based on an F-shaped rail (4), thereby implementing the testing of a dynamic limit of the magnetic levitation vehicle based on the F-shaped rail (4), and it is possible to obtain the actual dynamic offset, on a route, of the magnetic levitation vehicle based on the F-shaped rail (4).
The present application discloses a maglev vehicle interlayer design method and system, and an electronic device. A longitudinal member, a transverse member and a vertical member of an interlayer structure are respectively subjected to topological optimization on the basis of a design target and a line working condition, so that an interlayer model structure is formed by means of a final combination, the purpose of meeting parameter requirements of rigidity, strength, light weight and the like is achieved on the basis of the design target without depending on an initial configuration and experience of a designer, and the design freedom degree is improved.
The present application provides a levitation test platform communication system and method. The system comprises a photoelectric switch, wireless terminals, a power supply device, at least two first wireless transmitters, and at least one second wireless transmitter; the at least two first wireless transmitters are respectively disposed at two ends of a curved track; the at least one second wireless transmitter is disposed in a region between the two ends of the curved track; and the transmitting direction of the second wireless transmitter is omnidirectional, and the transmitting directions of the first wireless transmitters are: pointing to the second wireless transmitter, so as to ensure that wireless signals can cover the whole curved track. Moreover, one end of the photoelectric switch is connected to the first wireless transmitters and the second wireless transmitter by means of optical fibers, and the other end of the photoelectric switch is connected to a communication network, so as to ensure the reliability of transmission between the communication network and the first wireless transmitters and the second wireless transmitter.
The present invention relates to a body cover plate structure of a high-speed maglev train, comprising a mounting frame of a thin-walled structure. An inner core separation layer is fixedly mounted on the mounting frame, an inner composite plate is arranged on the inner side of the mounting frame, and an outer composite plate is arranged on the outer side of the mounting frame. The inner composite plate and the outer composite plate are respectively laid on two sides of the inner core separation layer. A body of the high-speed maglev train is assembled on a body frame by means of a body cover plate; the body cover plate is in a form in which the inner core separation layer and the composite plates are assembled in the mounting frame; the mounting frame is used for being fixedly connected to the body frame; the inner core separation layer plays a role in sound insulation and heat insulation in the body, and achieves, together with the inner composite plate and the outer composite plate, the effect of light-weighting the body cover plate; and the connection between the mounting frame serving as a composite material and the body frame made of metal ensures the mounting strength and sealing requirements. The present invention further provides a high-speed maglev train and a method for forming the body cover plate structure thereof.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
B32B 3/08 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by features of form at particular places, e.g. in edge regions characterised by added members at particular parts
B32B 5/02 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by structural features of a layer comprising fibres or filaments
B32B 37/12 - Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by using adhesives
98.
MAGNETIC LEVITATION TRANSPORTATION TRAIN, AND IN-VEHICLE SUPERCONDUCTING MAGNET SYSTEM OF MAGNETIC LEVITATION TRANSPORTATION
An in-vehicle superconducting magnet system of magnetic levitation transportation, and a magnetic levitation transportation train. The in-vehicle superconducting magnet system comprises a cryostat (1) having a vacuum working chamber, wherein a superconducting coil (4, 42, 431, 432) and a low-temperature cold storage structure (3, 32, 33) are provided in the cryostat. A refrigerating device (2) operates, a cooling capacity is transferred by means of a cold conduction structure (5), and the superconducting coil (4, 42, 431, 432) and the low-temperature cold storage structure (3, 32, 33) are cooled, wherein the cold conduction structure (5) can bidirectionally transfer the cooling capacity; after the refrigerating device (2) stops operating, heat during the operation of the superconducting coil (4, 42, 431, 432) is transferred to the low-temperature cold storage structure (3, 32, 33) by means of the cold conduction structure (5); and the operation of refrigeration is continued until the cooling capacity cannot satisfy the operation of the superconducting coil (4, 42, 431, 432). By means of the cold conduction structure (5) and the cryostat (1) having the vacuum working chamber, the superconducting coil (4, 42, 431, 432) and the low-temperature cold storage structure (3, 32, 33) are independent arranged, thereby realizing dry and wet separation of a cold storage medium, such that electrical leads of the superconducting coil (4, 42, 431, 432) pass through the cryostat (1) without independent sealing, thus reducing the complexity of a system and improving the reliability of a low-temperature service process.
A superconducting magnet apparatus and a superconducting magnetic levitation train. The superconducting magnet apparatus comprises: a cryostat (1), wherein an inner cavity of the cryostat (1) is capable of accommodating a refrigerant, and a superconducting coil (2) is provided in the inner cavity; and a temperature control system, which comprises a temperature sensor and a refrigerating machine (3), wherein the temperature sensor is provided in the inner cavity of the cryostat (1) and is used for controlling the refrigerating machine (3), and the refrigerating machine (3) is used for providing a cooling capacity for the inner cavity of the cryostat (1). Not only is the refrigerant injected into the cryostat (1), but the temperature control system is additionally provided. When the amount of the refrigerant is reduced, the temperature control system controls the refrigerating machine (3) to operate, so as to deliver the cooling capacity to the cryostat (1). Compared with the maintaining of a low-temperature environment only depending on the refrigerant, the dual functions of the refrigerant and the temperature control system can effectively ensure the stability and reliability of the cryostat (1), thereby ensuring the stable operation of the superconducting coil (2).
A method for testing the reliability of an interference connection of an ultra-deep cold assembly, comprising: assembling a hole component and a shaft component to form an assembly; then placing the assembly into an ultra-deep cold working condition and forming an interference connection between the hole component and the shaft component; and then testing whether the assembly is reliably connected under the ultra-deep cold working condition; if so, concluding that an initial clearance is a qualified clearance; and if not, then adjusting the initial clearance, and then re-testing until a qualified clearance is obtained. Machining and assembling the hole component and shaft component according to the qualified clearance may allow the hole component and shaft component to form, under an ultra-deep cold working condition, a reliable interference connection. In addition, after the shaft component and the hole component are removed from the ultra-deep cold working condition, the clearance between the shaft component and the hole component will return to the initial clearance, and thus the shaft component and the hole component may be easily disassembled.
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